Electrohydraulic brake for railway-vehicles.



Patented June 27, I899.

0. DUREY. ELECTROHYDBAULIC BRAKE FOR RAILWAY VEHICLES.

(Applicafion filed Jan. 5, 1899.)

6 SheetsShe at I.

(No Model.)

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No. 627,772. Patented June 27, I899. C. DUBEY.

ELECTBDHYDBAULIG BRAKE FOR RAILWAY VEHICLES.

' (Application filed Jan. 5, was.

6 Sheets- Sheet 2.

' (No Model) IN VE/V TOR (QM 70m WITNESSES. I

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No. 627,772. Patented June 27', I899. C. DUREY.

ELECTBOHYDRAULIC BRAKE FOB RAILWAY VEHICLES.

(Application filed Jan 5, 1899.) (No Model.) 6 Sheets-Sheet 3.

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No. 627,772. Patented lune 27, I899.

c. nunzv.

ELECTBOHVDRAULIC -BRAKE FUR BM'ILWAY VEHICLES.

(Application filed Jan. 5, ,1699.)

(No Model.) 6 Sheets-Sheet 4.

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No-. 627,772. Patented June 27, I899.

C. DUREY.

ELECTBOHYDRAULIC BRAKE FOB RAILWAY VEHICLES.

7 (Application filed Jan. 6, 1889.) No Model.) 6 Sheetg-Sheet 5.

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ATTORNEYS THE mums PETERS cov wnoro-Ll'moq WASHINGTON D. c.

No. 527,772. Patented June 27, I899.

0. DUREY.

' ELECTBUHYDRAULIC BRAKE FUR BMLWkY VEHICLES. 7 {Application filed Jan. 5, 1599. (N0 Model.) 6 Sheets-Sheet 6.

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PATENT I CAMILLE DUREY, OF PARIS, FRANCE.

ELECTROHYDRAULIC B RAKE FOR RAILWAY-VEHICLES.

SPECIFICATION forming part of Letters Patent No. 627,772, dated June 27, 1899.

Application filed January 5, 1899. fierial No- 701,246- (No model.)

To ttZZ whom it may concern.-

Be it known that I, OAMILLE DUREY, a citizen of the French Republic, residing at 17 Rue Le Brun, Paris, France, have invented certain new and useful Improvements in Electrohydraulic Brakes forRailway-Vehicles and other Purposes, of which the following is a full, clear, and exact specification.

In my previous patent, No. 585,089, gran ted June 22, 1897, I described an arrangement of continuous electrohydraulic brake having a moderable action and gripping automatically in case of breakage of couplings or damage to the parts of the brake. I indicated that the principles and essential characteristics of my invention consisted as follows: First. The momentum of the moving vehicle serves to maintain automatically under a high and constant pressure a hydraulic accumulator arranged under each vehicle and which may be placed in communication with a brake-cylinder, each vehicle having thus by itself its own source of energy for thejbraking. Second. An electric distributing apparatus e11- ables a communication to be instantaneously established between the accumulator or the reservoir supplying it and the brake-cylinder of each vehicle composinga train. This communication allows of a more or less rapid and more or less energetic braking being produced on the wheels of the vehicle. It enables a greater or less constant action to' be maintained on the tires, and 'this action to be instantaneously paralyzed by a return to the reservoir of the liquid admitted tothe cylinder.

I have introduced various improvements and modifications in the parts which compose my apparatus as a whole (more particularly in the parts for taking the energy from the axle and in the electric operating and mechanical parts) and in the arrangement of said parts as regards each other, said improvements rendering the construction and mount: ing of the brake more simple and less expensive and insuring for it a quieter and easier working.

The improved apparatus which forms the object of the present invention is shown in the accompanying drawings, in which Figure 1 is a longitudinal section through the axis of the accumulator on the line W W of Fi 1 showin the connection between the axle of the vehicle, the accumulator, and the pump feeding the latter; Fig. 1, a plan view of the accumulator with its reservoir and feed-pump; Fig. 1 a transverse section through the suction-pipe of the pump-that is, on the line 1 1 of Fig. 1; Fig. 1, atransverse section through the discharge-pipe of the pump that is, on the line 1 1 of Fig.

1; Fig. 1 a longitudinal section of the pump on the line 1 1 of Fig. P; Fig. 1 a section plan view in detail on the line 1 1 of Fig. 1 of the electromagnet operating the communication between the accumulator and the brake-cylinder; Fig. 1, a detail plan view of a sleeve A for taking power arranged on the axle B; Fig. 1 a lateral sectional elevation of a corresponding wheel 0 for taking the power connected withthe piston of the pump; Fig. 2, a longitudinal section through the axis of the accumulator with a modified arrangement of the pump and theconnections between the latter and the axle for actuating automatically said pump and feeding the accumulator; Fig. 2, a transverse section of Fig. 1; Fig. 3, a longitudinal section of the brake-cylinder; Fig. 4, a transverse section through pipes J I, which connect said brakecylinder respectively with the liquid-reservoir M and the accumulator proper; Fig. 4

a partial horizontal section through the axis of the same pipes; Fig; 5, a diagram of the distribution of the electric current to the electromagnets charging the accumulator and discharging the brake. Figs. 5 5 and 5 represent, respectively, three positions of the operating-commutator in normal workingand for the putting on and release of the brakes.

a centre Second. An apparatus 3, comprising a liquid-reservoir M,communicating with the open air, a pump, the piston 4 of which is operated automatically by the devices for taking power which receive their movement from one of the axles B of the vehicle, and an accumulator combined with the reservoir M and maintained undera constant pressure by the liquid drawn from the reservoir by the pump. The brake-cylinder 1 and the apparatus 3 are connected by two pipes I and J, connecting, respectively, with the accumulator and the reservoir. Communication between the devices 1 and 3 is established or interrupted for the various movements by valves operated by two electromagnets E E, receiving electric current, the passage and interruptions of which are regulated by means of a switch or commutator operated by the persons in charge of the train. Further, as will be seen later on in detail, ,this same communication between the cylinder 1 and the device 3 may be effected mechanically or by hand directly on each vehicle by means of a tap X, arranged on the brake-cylinder.

The apparatus 3, Figs. 1 and 1*, is divided .by a piston N, having a lapping-over leather washer N, into two chambers,one, M, of which forms the liquid-reservoir communicating at 6 with the open air, while the other, S, is a tightly-closed accum ulator. The pump-body 5, which is fixed to the apparatus 3 or forms one with it, communicates with the reservoir M by means of a suction-passage a, Figs. 1 and 1 in which a valve (1, Figs. 1 and 1 is placed. It also communicates with the accumulator S by means of a pressure-passage I), in which a valve b is arranged. On the accumulator S an electromagnet E is arranged with a tight joint, said magnet serving for opening or closing a ball-valve c for establishing or intercepting the communication between said accumulator and a pipe 1 connecting with the pipe I, communicating with the brake-cylinder 1. A spring f is arranged around the spindle O of the piston Nand bears at one end on the fixed end of the cylinder 3 and at the other end on the interior face of the piston O, which forms the movable end of the accumulator. WVhen the various parts occupy the position shown in Fig. 1, the spring f is completely expanded, and the liquid of the accumulator having passed into the brakecylinder the piston is at the end of its course. WVhen the valve 0 is closed, the pump 5, compressing the liquid in the chamber S, causes the piston N to retreat into the interior of the cylinder 3,and the springfis thus compressed. Its tension is calculated to correspond to the working pressure which it is desired to attain in the accumulator. In order that this pressure may never be exceeded, even in case of the disengaging gear breaking or ceasing to act, a safety-hole t is arranged at some suitable point for limiting the recoil of the piston N. Immediately the lip of the leather or washer N passes this hole communication is established by the said hole 25 and the passage 15 between the chamber S and the reservoir M. This very simple arrangement dispensing with any safety-valve forms one of the improvements introduced in this brake.

Figs. 1, 1*, 1, and 1 represent the first method of connection between the pump, the axle, and the accumulator. The devices for taking the power consist, essentially, of a sleeve A, Figs. 1 and 1, made in two parts connected by bolts in order to facilitate mo unting, keyed and centered on one of the axles B. Said sleeve on its external surface has grooves or furrows A, expanding at its ends into eccentric grooves A The cylinder 3 is mounted under the vehicle in such a way that its longitudinal axis is normal with the axle B. A looped or stirrup-shaped arm D of a bellcrank lever D D, pivoted at D on a bracket D ,cast in one piece with the cylinder 3, carries a spindle G, parallel with the axle and placed in front of same. A wheel 0, Fig. I is loosely mounted on said spindle and is maintained normally at the center by means of two opposed springs O 0 In this position the wheel 0 is facing the center of the sleeve A, the width of which corresponds practically to the recess or loop in the lever D. The arm D of the lever terminates in a fork, Fig. 1, in which is pivoted the rod 40f the piston of the pump, and the arm D is prolonged on the other side of the pivot D by a catch-finger or heel H. Normally a spring or counterweight (which is not shown) tends to constantly return the wheel 0 into con tact with the sleeve A. The guiderod 0 of the piston N is prolonged beyond the cylinder 3 and carries an arm 0, at the end of which a rod P is hinged, the other end of said rod P being pivoted to a lever P, keyed on a spindle 9 carried by the cylinder. On the same spindle and in the plane of the stop II a bolt R is keyed, which normally when the accumulator is charged bears on the stop H, and thus holds the roller R away from the sleeve A. The parts occupy the position indicated in dotted lines in Fig. 1. When the pressure in the accumulator from any cause, such as the putting on of the brake, ceases to be the regular maximum pressure, the parts for taking the power commence to operate automatically in order to actuate the pump. In fact, the spring f expands and pushes the piston N toward the chamber S, the rod 0 draws the rod P, lever P, and bolt R, the stop H is released, and the piston of the pump descends, drawn by a counterweight or spring. The levers D D and wheel 0 then occupy the position shown in full lines in Fig. 1. Contact is then made between the sleeveA and wheel 0, and this latter is drawn laterally over the groove of the sleeve to one or other eccentric A according to the direction of rotation of the axle, the corresponding spring 0 or 0 being compressed. Owing to the alternating movement thus communicated to the piston 4 of the pump 5 the liquid of the reservoir M is forced back into the the spring 0 or C time achamber S, and the spring f is thus again compressed by the piston N, which recoils up to the limit of position determined by.the engagementof the bolt R with the stop H. The connection between the rod P and the arm 0 is made by means of an elastic (flexible) piece, such as a spring P in order to avoid any sudden engagement. This engagement of the bolt R with the stop H is produced at the moment when the axes of the wheel C and the axle B are farthest apart, andas the eccentric A continues to revolve it moves away from the wheel 0, which becomes free and is returned to its normal position of .repose by It is easy in practice to determine the proportion ofthe diameters of the pistons H and N in such a way that a very few strokes of the pump-piston suffice for charging the accumulator. The principle of the arrangement just described is thus the same as that described in my previous patent.

Figs. 2 and 2 represent a different mode of taking the power from the axle and of connection between the latter, the accumulator, and the pump. In this case an eccentric A is keyed on the axle B and has an automatic lubrication and is made in two parts to facilitate its mounting. This eccentric by its strap and rod A communicates a continuous reciprocatory movement to the piston i of the pump by the means of a bell-crank lever D D. The automatic charging of the accumulator ceases (when the regulation pressure is attained therein) owing to the rising of the suctionvalve, which is produced in the following way: In the part of the cylinder 3 which forms the reservoir M a shaft H is arranged transversely, said shaft being prolonged to the exterior. Two levers, an interior one, 72-, and an external one,m,are keyed on said shaft. In the fork of the lever h a pin h is mounted, on which a finger l is arranged to turn. The free end of the external lever on is arranged opposite a flexible diaphragm 10, forming a movable bottom to the pump under the suction-valve. The diaphragm has in its center a metallic piece 10, Fig. 2, for striking against the lever m and valve a. So long as the ac- 'cumulator has not attained its maximum regulation pressure, the suction valve (1 resting normally on its seat and the pump being actuated continuously, its piston forces liquid regularly into the accumulator. The piston N recoils and strikes against the piece Z at 'acts in order torecharge the accumulator to its regulation maximum pressure. -The accumulator is therefore charged automatically while the vehicle is traveling. It will be noted that the arrangement of cylinder 3 is the same as in the example shown in Fig. 1, and the safety-hole t has'the same functions. It is evident that the lifting of the suctionvalve when the piston N. has reached a certain position corresponding to the regulation maximumpressure may, instead of being prowhich a button L is fixed, to which the rigging is connected. A spring 0", which tends constantly to maintain the two ends K and L of the brake-piston in the relative position which they occupy in the figure, is arranged in the interior of the sleeve K Under the pressure of the liquid the piston K, while compressing the spring r, may continue to receive a displacement in the direction of the arrow when the part L is stopped. The piston by means of its washer K divides the cylinder F into two chambers, one of which, M, full of liquid at the pressure of the atmosphere, constantly communicates by a passage, m, Figs. 4; and 4, and a pipe J with the open-air reservoir M of the cylinder 3. The other chamber, S, communicates by a pipe or passage 5 with the casing of a tap X and by a passage .9 with a chamber S full of liquid at atmospheric pres sure. This latter chamber communicates itself, by means of passages s and 3 with the return-pipe J to the reservoir M. sage s is closed at its lower part whenthe valve 0 is pressed on its seat. The opening of the valve is effected by passing current into'the electromagnet E. The tap X is bored with two passages 00 and 00 which, according to the position given to the tap, allow the passage s, and consequently the chamber S, to communicate with one or other of the pipes I and'J. When the tap X is in the position shown in Fig. 4, communication is established or closed between the chamber S of the accu-' mulator and the chamber S of the brake-cylinder, according as the valve 0, operated by the electromagnet E, Fig. 1, is opened or closed. On the other hand, the communica-' tion between said chamber S by means of the pipe J with the reservoir M, which communicates with the atmosphere, is established or closed, according as the valve 0, operated by the electromagnet E, is opened or closed.

The electromagnets E and E comprise an armature E pivoted at e and carrying a finger E gwhich in the electromagnet E is arranged to press the valve -c on its seat and isolate the chamber S when the current passes into the coil. In the electromagnet E, however, the finger E is arranged to allow the The pas-- valve to rise ofl its seat undertheinfluence of the attraction that the core exercises on the armature E when the current passes in the coil, the valve being normallymaintained on its seat byaspring d (the tension of which is adjustable) when the current is interrupted.

. show that when the handle of the switch is in the position shown in Fig. 5 current will flow through the electromagnets'E and E, whereby the valves 0 are closed, (closing the communication between the accumulators and the brakes,) the valves 0 are opened, (placing the chamber S of the brake-cylinder in communication with the reservoir M,) and the brake is completely released. If for any reason the valve 0 fits badly on its seat, it could not produce any'irregular or excessive application of the brake.

In the position shown by Fig. 5 the current is out 01f both in the electromagnets E and in the electromagnets E, the valves 0 are open and the valves 0 closed and the brakes are applied. In fact the liquid flows freely by the pipe I from the accumulator S into the chamber S of the brake-cylinder. The pressure of the brake is progressive. It increases until the valves 0 are again closed by the current being reestablished in the electromagnets E without reestablishing the current in the discharge-electromagnets E. The handle of the switch then has the position shown in Fig. 5 The braking is maintained with the intensity attained the moment the current is reestablishedin the electromagnets E. By maintaining for sufficient length of time the position 5 it is evident the maximum braking may be obtained.

It is evident that an increase of the braking is caused by instantaneously changing from the position 5 to the position 5 followed by a return to the position 5 while a diminution of the braking is obtained by a momentary changing from the position 5 to the position 5, followed by a return to the position 5?, which may be called the slam-qua position. To sum up, the three positions 5 5 5 of the switch are thus suflicient for obtaining as desired all the operations necessary for applying or releasing the brake, and with the greatest rapidity. The modet'ability of the pressure is transmitted to the brake blocks or shoes in a very perfect manner owing to the action of the regulating-piston K. Said piston allows liquid from the accumulator to be received and discharged to the reservoir rod L does not renterits cylinder so long as it is subjected to an appreciable pressure transmitted to the spring by the piston K.

A single or separate vehicle may be braked by hand without the use of electricity. In fact, the electric supply being shut 0E, the

valves 0 0 will naturally be in the position corresponding to the applicationof the brake, (valves 0 open, valves 0 closed.) In order to efiect the release of the brakes and suspend their action, it is sufiicientwhen the tap X is in the position. shown in Fig. 4 to cause the tap to turn one hundred and eighty degrees. It necessarily results therefrom that although the valve 0 is open the solid part of the tap will correspond with the supply-pipe I and the chamber S of the brake-cylinder will no longer receive liquid from the accumulator, and as said chamber then communicates by the tap X with the pipe J the liquid admitted returns to the reservoir. The return of the tap X to the position shown in Fig. 4 will reestablish (if the vehicle be moving) the application of the brake. Thus by a simple manipulation of the tap X the brake may be put on or off at will. It may also, if desired, be made to assume an intermediate position corresponding to the stain-qua position (3) of the switch. The same tap when maintained in a position for taking 0% the brake allows of the brake of a vehicle forming part of a train to be rendered inactive, the working of the brake preserving none the less its contin uity from one end of the train to the other.

In order to insure an automatic compensation for the wearing away of the brake shoes or blocks, a ring 12 in two parts is arranged on the cylindrical sleeve K of the brake-piston, said ring being fitted to said sleeve and pressed thereon by means of a spring y. The ring 4) can only thus slip with difficulty over the surface of the piston. Nevertheless, the tension of the spring is such that it cannot prevent the piston L emerging; but it prevents its return into the cylinder F beyond the stop-shoulder y, against which the ring catches. The ring is thus drawn with the brake-piston up to its front and rear limits 3 y, corresponding to the normal distance of the brake-blocks from the wheels when the brake is oif. Owing to this arrangement the distance of the brake-blocks from the wheels when the brake is ofi is maintained constant and equal to aminimum fixed when the blocks are mounted. In fact, if by reason of wear this distance be increased, the piston L at the first action of the brake will continue its course until the blocks are in contact with the wheels, while the ring 1), at first carried with it, is stopped at the front stop if. There will therefore be a relative recoil movement of the ring corresponding to the wear of the brake-shoes. The result is that the following return movement of the piston L into its cylinder will be diminished by the same quantity, seeing that this return movement is limited and determined by the rear stop y of the ring '0. This arrangement has in addition the great advantage of placing all the brake blocks or shoes at their normal distance from the wheels at the releasing which follows the first action of the brake Where this distance or separation has not been previously regulated. The replacement of worm blocks or shoes is easily done by pushing the brake-piston K L to the end of the cylinder, thus forcing the ring 7) to slide toward the part L of the piston.

I declare that what I claim is 1. In combination, the brake-operatingcylinder and piston, the accumulator cylinder and piston having pipe connections therewith, the pump forsupplying fluid to the accumulator, a bell-crank lever having one arm connected to the piston of the pump, means carried by the car-axle arranged to operate the other arm of said bell-crank lever, and

means operated by the arrival of the accu inulator-piston at a predetermined point for locking the bell-crank lever against further movement until the pressure in the accumulator-cylinder is lowered, substantially as described.

2. In combination, the brake-operating cylinder and piston, the accumulator cylinder and piston having pipe connections therewith, the pump for supplyingfiuid to said accumulator, a bell-crank lever having one arm connected with said pump, a cam carried by the car-axle arranged to operate the other arm of said bell-crank, a projection on the bell-crank, a pivoted finger arranged in proximity to said projection, and connections between the accumulator-piston and said finger whereby the movement of the piston to a predetermined position causes said finger to contact with the projection and hold the bellcrank lever out of operative relation to the eccentric, substantially as described.

and piston, the accumulator-cylinder, the' piston therein dividing said cylinder into a pressure and a storage compartment, a pump for supplying liquid under pressure to said pressure-compartment, means for operating said pump, and a by-pass opened by the movement of the piston to the point of maximum pressure to establish communication between the pressure and storage compartments, substantially as described.

4. In a hydraulic brake, a brake-cylinder, a piston therein composed of two parts havingalimited movement relative to each other, means for supplying pressure to said cylinder in rear of one of said parts, operating connections from the other part to the brakeblocks, and a friction-ring encircling said other part and moving between fixed stops on the cylinder, and adapted to limit the return movement of the piston for a given distance between the brake-blocks and tires of the vehi cle-wheels,substan tially as described.

5. In an electrohydraulic brake of the kind described an electric distribution comprising two electro-magnets E E for operating respectively the valves 0 c for closing the accumulator S and opening the front chamber S of the brake-cylinder, said electromagnets being actuated by two distinct sources of electricity S S and connected with a single operatingrswitch enabling the putting on or releasing of the brake and the extent of braking to be regulated simply by varying the duration of passage of the current in the electromagnets by means of a single handle, substantially as hereinbefore described In witness whereof I have hereunto set my hand in presence of two witnesses.

OAMILLE DUREY.

Witnesses:

LOUIS GARDET, ANDRE MORTICKER. 

